Identical to the Great Northern's L-1s (Locobase 5354) and fitted with a Belpaire firebox. These three were originally built for the GN with road numbers 1905-1907, but were sold to the Burlington before delivery. Baldwin delivered five more T-1as in 1909; see Locobase 13507.
After main-line service, they worked the hump at the Galesburg, Ill. yard and were eventually rebuilt as 0-8-0 F-2 switchers in 1926-1927.
Locobase 1047 shows the first three of this Belpaire-boilered light Mallet class. The quintet depicted in this entry had four fewer boiler tubes and weighed a little more.
Like the T-1s, these were converted to 0-8-0 switchers in 1926-1927 and reclassified F-2. As such, they remained in service until 1946-1948.
In keeping with the experimentation in articulated locomotives underway on several railroads at this time, these engines had a novel boiler layout. Two boiler sections were bolted together to form a rigid unit. The front section acted as an enormous preheater for the other. According to Corbin & Kerka (1960, p 135), injectors forced water into the feedwater-heater compartment, which was 8' 11" long and filled with 406 2 1/4" fire tubes. Water passed from this section through check valves into the rear, evaporating boiler and firebox. The firebox had a combustion chamber and the boiler had a superheater.
There was more novelty. Steam from the high-pressure cylinders would be led back through 19 2" tubes gathered in the 17" diameter flue in the preheater.
All 10 would eventually be converted to oil burning and would receive Elesco feedwater heaters. Although they proved difficult to maintain, they clung to a niche on the Edgemont-Deadwood line in the Black Hills until the late 1940s.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Chicago, Burlington & Quincy (CB&Q)||Chicago, Burlington & Quincy (CB&Q)||Chicago, Burlington & Quincy (CB&Q)|
|Number in Class||3||5||10|
|Builder||Burnham, Williams & Co||Baldwin||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||10||30||11.50|
|Engine Wheelbase (ft)||44.83||44.83||51.42|
|Ratio of driving wheelbase to overall engine wheebase||0.22||0.67||0.22|
|Overall Wheelbase (engine & tender) (ft)||73.17||72.19||83|
|Axle Loading (Maximum Weight per Axle) (lbs)||57,800||56,650|
|Weight on Drivers (lbs)||316,000||322,000||314,850|
|Engine Weight (lbs)||355,000||362,500||379,650|
|Tender Light Weight (lbs)||148,200||148,100|
|Total Engine and Tender Weight (lbs)||503,200||362,500||527,750|
|Tender Water Capacity (gals)||8000||8000||8000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||13||13||13|
|Minimum weight of rail (calculated) (lb/yd)||88||89||87|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||55||56||64|
|Boiler Pressure (psi)||200||200||200|
|High Pressure Cylinders (dia x stroke) (in)||21.5" x 32"||21.5" x 32"||23" x 32"|
|Low Pressure Cylinders (dia x stroke) (in)||33" x 32"||33" x 32"||35" x 32"|
|Tractive Effort (lbs)||64,193||63,047||62,807|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.92||5.11||5.01|
|Firebox Area (sq ft)||230||225||242.50|
|Grate Area (sq ft)||78||78||65.20|
|Evaporative Heating Surface (sq ft)||5658||5600||5003|
|Superheating Surface (sq ft)||569|
|Combined Heating Surface (sq ft)||5658||5600||5572|
|Evaporative Heating Surface/Cylinder Volume||420.78||416.47||325.12|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15,600||15,600||13,040|
|Same as above plus superheater percentage||15,600||15,600||14,344|
|Same as above but substitute firebox area for grate area||46,000||45,000||53,350|